U.S. patent application number 15/092368 was filed with the patent office on 2016-10-13 for vehicle.
The applicant listed for this patent is Toyota Jidosha Kabushiki Kaisha. Invention is credited to Shun Sato, Toshio Sugimura, Takahiko Tsutsumi.
Application Number | 20160297425 15/092368 |
Document ID | / |
Family ID | 57111747 |
Filed Date | 2016-10-13 |
United States Patent
Application |
20160297425 |
Kind Code |
A1 |
Sato; Shun ; et al. |
October 13, 2016 |
VEHICLE
Abstract
In a vehicle including an engine and a motor generator that are
connected to a drive wheel, when a predetermined condition is
satisfied during a motor creep mode in which creep torque is
generated by the motor generator, an ECU performs motor creep
cutoff for decreasing torque of the motor generator. When an engine
start request has been issued during the motor creep cutoff, the
ECU increases the torque of the motor generator to a target creep
torque at a predetermined rate of increase. After the MG torque has
reached the target creep torque, the ECU starts the engine. The
predetermined rate of increase is set to a rate lower than a rate
of increase in engine torque at the start of the engine.
Inventors: |
Sato; Shun; (Toyota-shi
Aichi-ken, JP) ; Tsutsumi; Takahiko; (Nisshin-shi
Aichi-ken, JP) ; Sugimura; Toshio; (Nagoya-shi
Aichi-ken, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Toyota Jidosha Kabushiki Kaisha |
Toyota-shi Aichi-ken |
|
JP |
|
|
Family ID: |
57111747 |
Appl. No.: |
15/092368 |
Filed: |
April 6, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 20/13 20160101;
B60W 2510/244 20130101; B60Y 2300/43 20130101; B60W 2710/0666
20130101; B60Y 2300/182 20130101; B60Y 2300/60 20130101; B60K
2006/4825 20130101; B60Y 2200/92 20130101; B60Y 2400/60 20130101;
B60Y 2400/42 20130101; B60W 10/08 20130101; B60W 20/20 20130101;
B60W 2710/083 20130101; Y10S 903/906 20130101; Y10S 903/914
20130101; Y02T 10/6252 20130101; Y02T 10/62 20130101; B60W 10/06
20130101; Y10S 903/93 20130101; B60K 6/387 20130101; B60W 20/40
20130101 |
International
Class: |
B60W 20/20 20060101
B60W020/20; B60W 10/08 20060101 B60W010/08; B60K 6/442 20060101
B60K006/442; B60W 10/06 20060101 B60W010/06; B60K 6/26 20060101
B60K006/26; B60K 6/387 20060101 B60K006/387 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 10, 2015 |
JP |
2015-080723 |
Claims
1. A vehicle comprising: an engine arranged so as to transmit power
to a drive wheel; a motor generator arranged so as to transmit
power to the drive wheel; and an electronic control unit configured
to a) when a predetermined condition is satisfied during a motor
creep mode, perform motor creep cutoff for decreasing torque of the
motor generator, the motor creep mode being a mode in which creep
torque is generated by the motor generator, b) when an engine start
request has been issued during the motor creep cutoff, i) increase
the torque of the motor generator toward a target creep torque at a
first rate of increase, ii) after the torque of the motor generator
has reached the target creep torque, start the engine such that a
rate of increase in torque of the engine is a second rate of
increase, the first rate of increase being a rate lower than the
second rate of increase, and iii) control the engine and the motor
generator such that, after the engine is started, a total of the
torque of the engine and the torque of the motor generator becomes
the target creep torque.
2. The vehicle according to claim 1, further comprising: a battery
configured to be able to exchange electric power with the motor
generator, wherein the motor generator is able to generate electric
power by using power of the engine, and the electronic control unit
is configured to, when a state of charge of the battery becomes
lower than a predetermined value, determine that the engine start
request has been issued.
3. The vehicle according to claim 1, further comprising: an
automatic transmission provided between the engine and the drive
wheel; a rotary shaft provided between the engine and the automatic
transmission; a first clutch provided between the rotary shaft and
the engine; and a second clutch provided between the rotary shaft
and the motor generator, wherein the motor generator is able to
generate electric power by using power that is transmitted from the
engine via the first clutch, the rotary shaft and the second
clutch.
4. The vehicle according to claim 1, wherein the electronic control
unit is configured to, after the engine is started during the motor
creep cutoff, decrease the torque of the motor generator to zero.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present disclosure claims priority to Japanese Patent
Application No. 2015-080723 filed on Apr. 10, 2015, which is
incorporated herein by reference in its entirety including the
specification, drawings and abstract.
BACKGROUND
[0002] 1. Technical Field
[0003] The present disclosure relates to a vehicle including an
engine and a motor generator that are arranged such that power is
transmittable to a drive wheel.
[0004] 2. Description of Related Art
[0005] Japanese Patent Application Publication No. 2013-91466 (JP
2013-91466 A) describes a vehicle including an engine, an automatic
transmission with a lockup clutch, a motor generator (MG) and a
controller. The MG is connected to a rotary shaft that couples the
engine to the automatic transmission. The vehicle has a motor creep
mode in which torque for propelling the vehicle at a minute speed
(hereinafter, also referred to as creep torque) is generated by the
MG even in a state where a user is not performing accelerator
operation. When the vehicle is stopped during the motor creep mode,
the controller performs motor creep cutoff for setting MG torque to
zero in order to prevent or reduce the depletion of a battery. In
addition, when an engine start request has been issued during the
motor creep cutoff, the controller releases the lockup clutch, and
cranks the engine by using the MG torque to start the engine.
SUMMARY
[0006] As described above, in the vehicle described in JP
2013-91466 A, when an engine start request has been issued during
the motor creep cutoff, the engine is started. At this time, there
occurs a sudden change from a state where creep torque is cut off
to a state where engine output power is transmitted to drive wheels
and creep torque is output as a result of the start of the engine,
so there is a concern about occurrence of a shock.
[0007] The embodiment starts an engine without occurrence of a
shock when an engine start request has been issued during the motor
creep cutoff.
[0008] A vehicle according to this embodiment includes an engine, a
motor generator, and a controller. The engine is arranged such that
power is transmittable to a drive wheel. The motor generator is
arranged such that power is transmittable to the drive wheel. When
a predetermined condition is satisfied during a motor creep mode in
which creep torque is generated by motor generator, the controller
performs motor creep cutoff for decreasing torque of the motor
generator. When an engine start request has been issued during the
motor creep cutoff, the controller increases the torque of the
motor generator toward a target creep torque at a predetermined
rate of increase. After the torque of the motor generator has
reached the target creep torque, the controller starts the engine.
After the engine is started, the controller controls the engine and
the motor generator such that a total of torque of the engine and
the torque of the motor generator becomes the target creep torque.
The predetermined rate of increase is set to a rate lower than a
rate of increase in the torque of the engine at the start of the
engine. This embodiment may be defined as follows. A vehicle
includes: an engine arranged so as to transmit power to a drive
wheel; a motor generator arranged so as to transmit power to the
drive wheel; and an electronic control unit configured to a) when a
predetermined condition is satisfied during a motor creep mode,
perform motor creep cutoff for decreasing torque of the motor
generator, the motor creep mode being a mode in which creep torque
is generated by the motor generator, b) when an engine start
request has been issued during the motor creep cutoff, i) increase
the torque of the motor generator toward a target creep torque at a
first rate of increase, ii) after the torque of the motor generator
has reached the target creep torque, start the engine such that a
rate of increase in torque of the engine is a second rate of
increase, the first rate of increase being a rate lower than the
second rate of increase, and iii) control the engine and the motor
generator such that, after the engine is started, a total of the
torque of the engine and the torque of the motor generator becomes
the target creep torque.
[0009] With this configuration, when an engine start request has
been issued during the motor creep cutoff, the engine is started
after the torque of the motor generator has been increased to the
target creep torque at the predetermined rate of increase, and,
after the engine is started, the engine and the motor generator are
controlled such that the total of the torque of the engine and the
torque of the motor generator becomes the target creep torque. The
predetermined rate of increase is set to the rate lower than the
rate of increase in engine torque at the start of the engine.
Therefore, in comparison with the case where the engine is suddenly
started without increasing the torque of the motor generator at the
predetermined rate of increase, a steep increase in output torque
is prevented. As a result, when an engine start request has been
issued during the motor creep cutoff, it is possible to start the
engine without occurrence of a shock.
[0010] The vehicle may further include a battery configured to be
able to exchange electric power with the motor generator. The motor
generator may be able to generate electric power by using power of
the engine. The controller may be configured to, when a state of
charge of the battery becomes lower than a predetermined value,
determine that the engine start request has been issued.
[0011] With this configuration, when the state of charge of the
battery becomes lower than the predetermined value during the motor
creep cutoff, it is possible to cause the motor generator to
generate electric power for charging the battery by starting the
engine without occurrence of a shock.
[0012] The vehicle may further include an automatic transmission
provided between the engine and the drive wheel, a rotary shaft
provided between the engine and the automatic transmission, a first
clutch provided between the rotary shaft and the engine, and a
second clutch provided between the rotary shaft and the motor
generator. The motor generator may be able to generate electric
power by using power that is transmitted from the engine via the
first clutch, the rotary shaft and the second clutch.
[0013] With this configuration, when the state of charge of the
battery becomes lower than the predetermined value during the motor
creep cutoff, the engine is started, and each of the first clutch
and the second clutch is set to an engaged state. Thus, it is
possible to cause the motor generator to generate electric power by
using the power of the engine.
[0014] The controller may be configured to, after the engine is
started during the motor creep cutoff, decrease the torque of the
motor generator to zero.
[0015] With this configuration, after the engine is started, it is
possible to prevent or reduce useless consumption of electric power
by decreasing the torque of the motor generator to zero.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Features, advantages, and technical and industrial
significance of exemplary embodiments of the present disclosure
will be described below with reference to the accompanying
drawings, in which like numerals denote like elements, and
wherein:
[0017] FIG. 1 is the overall configuration diagram of a
vehicle;
[0018] FIG. 2 is a timing chart that shows a comparative embodiment
to an embodiment;
[0019] FIG. 3 is a flowchart (part 1) that shows the procedure of
an ECU;
[0020] FIG. 4 is a timing chart that schematically shows a change
in the output torque of the vehicle; and
DETAILED DESCRIPTION OF EMBODIMENTS
[0021] Hereinafter, an embodiment of the present disclosure will be
described in detail with reference to the accompanying drawings.
Like reference numerals denote the same or corresponding portions
in the drawings, and the description thereof will not be
repeated.
Overall Configuration of Vehicle
[0022] FIG. 1 is the overall configuration diagram of a vehicle 1
according the present embodiment. The vehicle 1 includes an engine
10, a motor generator (hereinafter, also referred to as "MG") 20,
an electric power control circuit (hereinafter also referred to as
power control unit (PCU)) 21, a battery 22, a torque converter 30,
an automatic transmission 40, a hydraulic circuit 45, drive wheels
50, an engine disconnect clutch K0 (hereinafter, also simply
referred to as clutch K0), an MG disconnect clutch K2 (hereinafter,
also simply referred to as clutch K2), and an electronic control
unit (ECU) 100.
[0023] The vehicle 1 is a hybrid vehicle that travels by using the
power of at least one of the engine 10 and the MG 20.
[0024] A crankshaft 12 of the engine 10 is connected to a rotary
shaft 35 via the clutch K0. The rotor of the MG 20 is connected to
the rotary shaft 35 via the clutch K2. The rotary shaft 35 is
connected to an input shaft 41 of the automatic transmission 40 via
the torque converter 30. An output shaft 42 of the automatic
transmission 40 is connected to the drive wheels 50.
[0025] The engine 10 is an internal combustion engine, such as a
gasoline engine and a diesel engine. The MG 20 is driven by
high-voltage electric power that is supplied from the battery 22
via the PCU 21. The MG 20 generates electric power when the MG 20
is rotated by power that is transmitted from the rotary shaft 35
(power that is transmitted from the engine 10 or the drive wheels
50).
[0026] Hereinafter, an operation that each of the clutch K0 and the
clutch K2 is set to an engaged state and the MG 20 generates
electric power by using power that is transmitted from the engine
10 to the MG 20 via the clutch K0, the rotary shaft 35 and the
clutch K2 is also referred to as engine power generation.
[0027] The battery 22 stores electric power to be supplied to the
MG 20. The PCU 21 converts electric power between the MG 20 and the
battery 22
[0028] The torque converter 30 includes a pump impeller 31, a
turbine runner 32, a stator 33 and a lockup clutch 34. The lockup
clutch 34 is controlled to any one of an engaged state (lockup-on
control state), a released state (lockup-off control state) and a
half-engaged state (flex control state) on the basis of a control
signal from the ECU 100.
[0029] When the lockup clutch 34 is in the engaged state, the pump
impeller 31 and the turbine runner 32 rotate integrally with each
other. When the lockup clutch 34 is in the released state, power is
transmitted by hydraulic oil between the pump impeller 31 and the
turbine runner 32, so there can be a rotation speed difference
between the pump impeller 31 and the turbine runner 32 (a slip of
the torque converter 30).
[0030] When the lockup clutch 34 is in the half-engaged state,
power is transmitted by hydraulic oil and the lockup clutch 34
between the pump impeller 31 and the turbine runner 32. Therefore,
there can be a rotation speed difference between the pump impeller
31 and the turbine runner 32; however, the difference is smaller
than that in the case where the lockup clutch 34 is in the engaged
state.
[0031] The automatic transmission 40 is a stepped automatic
transmission that is able to selectively establish a plurality of
gear positions having different speed ratios (the ratios of the
rotation speed of the input shaft 41 to the rotation speed of the
output shaft 42).
[0032] A mechanical oil pump MOP is connected to the rotary shaft
35. When the mechanical oil pump MOP is operated by the power of
the rotary shaft 35, the mechanical oil pump MOP draws hydraulic
oil stored in an oil pan (not shown) and then discharges the
hydraulic oil to the hydraulic circuit 45. The hydraulic circuit 45
regulates hydraulic pressure, which is supplied from the mechanical
oil pump MOP or an electric oil pump (not shown) as a source
pressure, to a control hydraulic pressure (K0 pressure) of the
clutch K0, a control hydraulic pressure (K2 pressure) of the clutch
K2 or a control hydraulic pressure (LU pressure) of the lockup
clutch 34 in response to a control signal from the ECU 100.
[0033] The vehicle 1 includes a plurality of sensors (not shown)
for detecting physical quantities that are required to control the
vehicle 1. The physical quantities include an accelerator operation
amount, a vehicle speed, a rotation speed Ne of the engine 10, a
rotation speed Nm of the MG 20, a rotation speed of the rotary
shaft 35, a rotation speed Nt of the turbine runner 32, a shift
position, and the like. These sensors transmit detected results to
the ECU 100.
[0034] The ECU 100 includes a central processing unit (CPU) (not
shown) and a memory (not shown). The ECU 100 executes predetermined
computations on the basis of information from the sensors and
information stored in the memory, and controls devices of the
vehicle 1 on the basis of the computed results.
[0035] The ECU 100 causes the vehicle 1 to travel in any one of a
motor mode, a hybrid mode and an engine mode. In the motor mode,
the ECU 100 causes the rotary shaft 35 to be rotated by the power
of the MG 20 by engaging the clutch K2 and releasing the clutch K0.
In the hybrid mode, the ECU 100 causes the rotary shaft 35 to be
rotated by the power of at least one of the engine 10 and the MG 20
by engaging the clutch K2 and engaging the clutch K0. In the engine
mode, the ECU 100 causes the rotary shaft 35 to be rotated by the
power of the engine 10 by releasing the clutch K2 and engaging the
clutch K0.
[0036] When the shift position is a drive position (forward drive
position or reverse drive position), the ECU 100 generates torque
for propelling the vehicle 1 at a minute speed (hereinafter,
referred to as creep torque) even in a state where a user is not
performing accelerator operation.
[0037] Hereinafter, creep torque that is generated by the MG 20 is
termed as motor creep torque. During the motor mode or the hybrid
mode (that is, in a state where the MG 20 is connected to the
rotary shaft 35 by setting at least the clutch K2 to the engaged
state), a mode in which motor creep torque is generated while the
engine 10 is stopped is termed as motor creep mode.
[0038] When a creep cutoff condition is satisfied during the motor
creep mode, the ECU 100 performs motor creep cutoff for decreasing
the torque of the MG 20 (hereinafter, referred to as MG torque) to
zero. The motor creep cutoff just needs to decrease the MG torque,
and is not necessarily limited to decreasing the MG torque to
zero.
[0039] In the present embodiment, the creep cutoff condition is set
to a condition that the vehicle speed is zero in a state where the
user is depressing a brake pedal. That is, when the vehicle 1 is
stopped in a state where brake torque is acting as a result of
user's brake operation, useless consumption of electric power of
the battery 22 is prevented or reduced by setting the MG torque to
zero. The creep cutoff condition is not necessarily limited to the
above-described condition. For example, the condition that the
vehicle speed is completely zero may be relieved to a condition
that the vehicle speed is lower than a minute speed (for example,
several kilometers per hour). During the motor creep cutoff, the
clutch K2 is kept in the engaged state in preparation for the next
start of movement of the vehicle 1.
Control when Engine Start Request has been Issued during Motor
Creep Cutoff
[0040] As described above, when the creep cutoff condition is
satisfied during the motor creep mode, the motor creep cutoff is
performed, so the MG torque becomes zero. Therefore, during the
motor creep cutoff, basically, the state of charge (hereinafter,
referred to as SOC) of the battery 22 is not consumed by the MG
20.
[0041] However, even during the motor creep cutoff, the electric
power of the battery 22 can be consumed as a result of operation of
auxiliaries, such as an air conditioner (not shown). When the SOC
becomes lower than a lower limit value Smin as a result of the
consumption of the electric power of the battery 22, it is required
to perform engine power generation by starting the engine 10 and
setting the clutch K0 to the engaged state in order to charge the
battery 22.
[0042] However, if the engine 10 is suddenly started during the
motor creep cutoff, there is a concern about occurrence of a
shock.
[0043] FIG. 2 is a timing chart that schematically shows a change
in output torque of the vehicle 1 in the case where the engine 10
is suddenly started during the motor creep cutoff as a comparative
embodiment to the present embodiment.
[0044] Before time t0, the motor creep cutoff is being performed,
so the engine 10 is stopped, and the MG torque is zero. However,
the SOC is gradually decreasing as a result of operation of the
auxiliaries.
[0045] At time t0, the SOC decreases to the lower limit value Smin,
and an engine start request is issued. However, if the engine 10 is
suddenly started in response to the engine start request, there
occurs a sudden change from a state where creep torque is cut off
to a state where creep torque having a magnitude corresponding to
engine torque is output. At the start of the engine, the engine
torque steeply increases as a result of combustion of fuel, so
torque that is output to the drive wheels 50 (hereinafter, referred
to as output torque) also steeply increases. Therefore, there is a
concern about occurrence of a shock.
[0046] In light of such an inconvenience, when an engine start
request has been issued during the motor creep cutoff, the ECU 100
according to the present embodiment performs MG torque increase for
increasing the MG torque from zero to a target creep torque at a
predetermined rate of increase. After the MG torque has reached the
target creep torque, the ECU 100 starts the engine 10, and returns
the MG torque to zero again.
[0047] The predetermined rate of increase that is used at the time
of the MG torque increase is set to a rate lower than the rate of
increase in engine torque at the start of the engine. Therefore, in
comparison with the case where the engine 10 is suddenly started
without performing the MG torque increase, a steep increase in
output torque is prevented. As a result, when an engine start
request has been issued during the motor creep cutoff, it is
possible to start the engine 10 without occurrence of a shock.
[0048] The target creep torque that is used at the time of the MG
torque increase is set to a value corresponding to an engine torque
after the start of the engine. Therefore, by returning the MG
torque to zero again in response to an increase in engine torque
after the start of the engine, fluctuations in output torque at the
start of the engine are prevented or reduced. In addition, useless
consumption of electric power by the MG is also prevented or
reduced.
[0049] In the present embodiment, the case where an engine start
request has been issued not only includes the case where an engine
start request has been actually issued but also the case where an
engine start request is predicted to be issued. By starting the MG
torque increase in the case where an engine start request is
predicted to be issued, it is possible to reduce a time lag from
when an engine start request has been issued thereafter to when the
engine 10 is started as much as possible.
[0050] Hereinafter, the case where the MG torque increase is
started in the case where an engine start request is predicted to
be issued during the motor creep cutoff will be described.
[0051] FIG. 3 is a flowchart that shows the procedure that is
executed by the ECU 100 according to the present embodiment. This
flowchart is repeatedly executed at predetermined intervals.
[0052] In step (hereinafter, step is abbreviated as "S") 10, the
ECU 100 determines whether the motor creep cutoff is being
performed. When the creep cutoff condition (in the present
embodiment, the condition that the vehicle speed is zero in a state
where the user is depressing the brake pedal as described above) is
satisfied during the motor creep mode, the ECU 100 determines that
the motor creep cutoff is being performed. When the motor creep
cutoff is not being performed (NO in S10), the ECU 100 ends the
process.
[0053] When the motor creep cutoff is being performed (YES in S10),
the ECU 100 determines in S11 whether an engine start request is
predicted to be issued. The ECU 100, for example, compares the SOC
with a threshold S1 higher by a predetermined value than the lower
limit value Smin at which the battery 22 needs to be charged. When
the SOC is lower than the threshold S1, the ECU 100 predicts that
the SOC will decrease to the lower limit value Smin soon, that is,
an engine start request will be issued. When an engine start
request is not predicted to be issued (NO in S11), the ECU 100 ends
the process.
[0054] When an engine start request is predicted to be issued (YES
in S11), the ECU 100 performs the above-described MG torque
increase in S12. That is, the ECU 100 gradually increases the MG
torque toward the target creep torque at the predetermined rate of
increase in preparation for a future engine start request.
[0055] In S13, the ECU 100 determines whether the MG torque has
reached the target creep torque. When the MG torque has not reached
the target creep torque (NO in S13), the ECU 100 returns the
process to S12, and continues the MG torque increase.
[0056] When the MG torque has reached the target creep torque (YES
in S13), the ECU 100 determines in S14 whether an engine start
request has been actually issued. For example, when the SOC becomes
lower than the lower limit value Smin, the ECU 100 determines that
an engine start request has been actually issued.
[0057] When an engine start request has not been actually issued
(NO in S14), the ECU 100 keeps the MG torque at the target creep
torque in S15. After that, the ECU 100 returns the process to S14,
and waits until an engine start request is actually issued. When an
engine start request is not actually issued although a state where
the MG torque is kept at the target creep torque has continued for
a predetermined time, the control routine may be forcibly ended in
order to prevent or reduce useless consumption of electric
power.
[0058] When an engine start request has been actually issued (YES
in S14), the ECU 100 starts the engine 10 in S16. At this time,
when the clutch K0 is in a released state, the ECU 100 changes the
clutch K0 to the engaged state. Thus, each of the clutch K0 and the
clutch K2 is set to the engaged state, so the power of the engine
10 is transmittable to the MG 20 via the clutch K0, the rotary
shaft 35 and the clutch K2 (engine power generation is
enabled).
[0059] After that, in S17, the ECU 100 returns the MG torque to
zero in response to an increase in engine torque.
[0060] FIG. 4 is a timing chart that schematically shows a change
in the output torque of the vehicle 1 that is controlled by the ECU
100 according to the present embodiment.
[0061] Before time t1, the motor creep cutoff is being performed,
so the engine 10 is stopped, and the MG torque is zero. However,
the SOC is gradually decreasing as a result of operation of the
auxiliaries.
[0062] As the SOC becomes lower than the threshold S1 at time t1,
the ECU 100 predicts that an engine start request will be issued,
and starts the MG torque increase. At this time, the ECU 100
gradually increases the MG torque at the predetermined rate of
increase in order to avoid a steep increase in output torque. Thus,
the rate of increase in output torque is gentler than that in the
case where the engine is suddenly started without performing the MG
torque increase, so it is possible to avoid a shock. It is also
possible to keep the vehicle 1 in the stopped state when a user who
realizes an increase in output torque increases the depression
amount of the brake pedal.
[0063] As the MG torque reaches the target creep torque at time t2,
the ECU 100 determines whether an engine start request has been
actually issued. In the example shown in FIG. 3, because the SOC
has decreased to the lower limit value Smin at time t2, the ECU 100
determines that an engine start request has been actually issued,
starts the engine 10, and returns the MG torque to zero in response
to an increase in engine torque. Thus, it is possible to achieve
the target creep torque by using the engine torque while avoiding a
steep increase in output torque due to the start of the engine. It
is also possible to eliminate useless consumption of electric power
by the MG 20.
[0064] Although not shown in FIG. 4, after that, when engine power
generation is started and the battery 22 begins to be charged, the
SOC is gradually recovered to a value higher than or equal to the
lower limit value Smin.
[0065] As described above, when an engine start request is
predicted to be issued during the motor creep cutoff, the ECU 100
according to the embodiment of the present disclosure performs the
MG torque increase for increasing the MG torque from zero to the
target creep torque at the predetermined rate of increase. After
the MG torque has reached the target creep torque, the ECU 100
starts the engine 10, and decreases the MG torque in response to an
increase in engine torque.
[0066] The predetermined rate of increase, which is used at the
time of the MG torque increase, is set to a rate lower than the
rate of increase in engine torque at the start of the engine. Thus,
in comparison with the case where the engine 10 is suddenly started
without performing the MG torque increase, a steep increase in
output torque is prevented. As a result, when an engine start
request has been issued during the motor creep cutoff, it is
possible to start the engine 10 without occurrence of a shock.
Alternative Embodiments
[0067] (1) In the above-described embodiment, the MG torque
increase is started when an engine start request is predicted to be
issued during the motor creep cutoff; instead, the MG torque
increase may be started when an engine start request has been
actually issued.
[0068] FIG. 5 is a flowchart that shows the procedure that is
executed by the ECU 100 according to the present alternative
embodiment. Steps to which the same step numbers as those of the
steps shown in FIG. 3 are assigned among steps shown in FIG. 5 are
already described above, so the detailed description thereof will
not be repeated.
[0069] When the motor creep cutoff is being performed (YES in S10),
the ECU 100 determines in S20 whether an engine start request has
been actually issued. For example, the ECU 100 determines that an
engine start request has been actually issued when the SOC becomes
lower than the lower limit value Smin.
[0070] When an engine start request has been actually issued (YES
in S20), the ECU 100 starts the MG torque increase in S12, and
determines in S13 whether the MG torque has reached the target
creep torque.
[0071] When the MG torque has not reached the target creep torque
(NO in S13), the ECU 100 returns the process to S12, and continues
the MG torque increase. When the MG torque has reached the target
creep torque (YES in S13), the ECU 100 starts the engine 10 in S16,
and returns the MG torque to zero in response to an increase in
engine torque in S17.
[0072] With this configuration, there is a slight time lag from
when an engine start request has been actually issued to when the
engine 10 is started, so, as in the case of the above-described
embodiment, it is possible to start the engine 10 without
occurrence of a shock. In addition, the engine 10 is immediately
started after the MG torque has reached the target creep torque, so
it is possible to smoothly execute control from the MG torque
increase to the start of the engine.
[0073] (2) In the above-described embodiment, the target creep
torque that is used at the time of the MG torque increase is set to
a value corresponding to the engine torque after the start of the
engine; instead, the target creep torque may be set to a value
different from the value corresponding to the engine torque after
the start of the engine. For example, the target creep torque may
be set on the basis of electric power that is required to charge
the battery 22.
[0074] When the target creep torque is a value different from the
value corresponding to the engine torque after the start of the
engine, the engine 10 and the MG 20 just need to be controlled
after the start of the engine such that the total of the engine
torque and the MG torque becomes the target creep torque. Thus, it
is possible to achieve the target creep torque by using the engine
torque and the MG torque.
[0075] (3) In the above-described embodiment, the case where engine
power generation is required because of a decrease in SOC is
described as a factor of issuing an engine start request during the
motor creep cutoff; however, the of issuing an engine start request
is not limited to this case.
[0076] For example, when a brake booster that assists a user in
order to reduce brake operation force by utilizing the intake
negative pressure of the engine is provided, an engine start
request can be issued when the operation of the brake booster is
required as well.
[0077] The embodiment described above is illustrative and not
restrictive in all respects. The scope of the present disclosure is
defined by the appended claims rather than the above description.
The scope of the present disclosure is intended to encompass all
modifications within the scope of the appended claims and
equivalents thereof.
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